Railway signaling system.



No. 837,227. PATENTED NOV. 27, 1906. J. G. HORAZDOVSKY. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 21. 1906.

2 SHEETSSHEET 2 L.- I V (Xxx-W6. M f

WM 7 M W Azfarzzaya UNITED STATES PATENT curios.

JOSEPH G. HORAZDOVSKY, OF CLEVEL AND, OHIO, ASSIGNOR or ONE- SIXTH TO JOHN J. KOLLER, ONE-SIXTH TO LADIMIR HEROLD, AND

ONF-THIRD 'TO VICTOR NUSBAUM, OF CLEVELAND, OHIO.

RAILWAY SIGNALING SYSTEIVL' Specification of Letters Patent.

Patented Nov. 27, 1906.

Application filed M y 21, 1906. Serial lilo. 317,874.

To all whom it may concern:

Be it known that I, J osni n G. HoRAznovan, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented-a certain new and useful. Im rovement in Railway Signaling systems, 0 which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

My invention relates to railway signaling systems, and has for its object to provide simple, inexpensive, and effective means whereb a signaling device may be operated to displ siy a Warning-signal at either or both ends of or at a redetermined distance ahead of or behind a lllock or section which a train ma be traversing.

Iii the case of double tracks rear-end collisions frequently occur which could be prevented by the display of a signal to the rear of the advance train. In the case of a single track-both rear and head-on collisions may be prevented by the display of a suitable signal at a sufficient distance at the rear of and in advance of a train.

The object of the invention is to provide means for accomplishing these results in a simple, inexpensive, but ell'cctive manner.

heferringto the drawings, Figure 1 represents a diagrammatic view of one form of my invention; Fig. 3, a detail of the de; vice which makes and breaks the signal-circuit shown in Fig. 1, showing the circuit. closed. Fig. 3 represents a plan view, with iarts broken away, of one form of nmkc-andbreak device which i employ in my system. Fig. 4 represents a sectional view on the line 4 4 of Fig. 3; and Fig. 5 is a plan view of a make-and-brcak device similar to that shown in Figs. 3 and 4, but. operating in the reverse manner to the device shown in said ligurcs.

The diagrammatic view represents a sectionor block of a railway with my signaling system applied tlmrcto. 1 represent the signaling dcviccs shown at each end of the block or sect ion. in the embodiment shown herein those signaling devices are illustrated as electric lumps, although they may be replaced byany well-known ,typc.of signal in use on railways-us, fox-instance, semaphores or lanterns displaying a red light. 2 dcsignates; any source of electric .cnergy for supplying said lamps, as a dynamo. 3 err-prethe truck switch or instrument is normally.

sent the main wires leading fromsaid dynamo. This same dynamo may beemplo ed to transmit current along the whole lengt of the line of way. 5 and 6- designate the two branches of the lighting-circuit in which the lamps are located. The main branches 3 and 4 are connected, respectively, with terminals 7 and 8, carried by a block 9 of insulating material on the lever 9. the'teri'ninals of the lighting or signal displaying circuit. With the shown in Fig. 1 the current from the genera tor 2 is broken between terminals 7 8 and 10 11, and the signals are not displayed, the lamps not being illuminated. Should the lever be moved to the position indicated in Fig. 2, however, the circuit will be closed between 7 S and 10 11, and the current will then llow through the branches 5 and 6, illuminating the lamps at both ends of the block or section.

To make the display of the warning-signals automatic upon the entry of a train upon the block or section and to keep the signal thus displayed until the train passes off the block or section, I make use oi the following device: 12 designates an elcctromagnct in operativerelation to the lever 9, said lever being provided with a pivot 13 and a plate 14, of iron or similar magnetic material, adjacent the poles of the magnet, whereby the said lcvcr constitutes, in cll'ect, an armature for said clcctromagnct. Beyond the pivot 13 a spring l5 is )rovidcd, which normally holds the lcv'cr in tlicposilion shown in Fig.1 with the circuit. open.

With the elcctromagnct .l employ two local-circuits, one of which'is closed by the en trance of a train upon the block or section. One circuit com prises the battery 16 or other source of electrical energy, from which extend the branches 17 and 17, the former being connected to a terminal of a track-switch or instrument. 13, named adjacent the track A. As indicated diagrammatically in Fig; 1,

open, the terminals being separncd, but being adapted to be closed by the passage of a train in an desired manner, as by the construction il ustrated more specifically in Figs. 3 and 4. The electromagnet 12 is also in circuit with'anotlrer l'ocal circuit comprising a battery 19 (or other source of electrical en- 10 and 11 designate parts in the position IOC ' be connected with the Windin magnet through an adjacent portion of the Branch may ergy) and branches 20 2.0

of the electrocent distance to be brought into contact therewith when :the electromagnet is energized. It will thus be seen that the local circuit '16, '17, '12, and 17 serves to initially close the signal-displaying circuit, as well as to close the other local circuit 19, 20, 12, 22, 2'1, and 20, ,and that the latter circuit remains closed and keeps the signal-displaying circuit closed until a train reaches either of the track switches or instruments O-C,whereupon the terminals at said switch or instrument will be separated in any convenient manner, as illustrated in detail in Fig. 5, and the signal-displaying circuit will be effectively bro'ken.

As a means for closing'the circuit at the track instrument B, I may employ the construction shown in Figs. 3 and 4, wherein 22 designates one of the rails of the track and 23 a short rail-section adjacent thereto and held in proximity thereto, as by means of bolts 25 extending through the webs of the main rail and rail-section. Each bolt is provided at opposite ends thereof with nuts 26 and with .a spring 27, interposed between each nut and the adjacent rail-web, said springs being under compression. A plate 28 s aces 23 from 22 a sufficient distance to enab e the outer edge .of the car-wheel flange to enter this s ace. The entrance of the wheel-flange into his space is facilitated by bending the. ends of the section 23 away from the rail .22, as shown in Fig. 3. The rail-section 23 carries one terminal 29, the other terminal 30 being carried by one of the ties 3-1, and the space between such terminals .being such as to .enable them to -be brought into contact when one of the Wheels of a locomotive or car is passing between the rail 22 and section 23. 'To maintain the section 23 in proper relation .to the rail 22, I provide'the former with guide pins or rods 32, entering into sleeves 33, carried by the ties.

In Fig. 5 the arrangement is similar to that shown in Fig. 3 except that rail-section 23- is provided with a terminal 29 which is normally in contact with the other terminal 30, but is moved out of contact therewith when a train passes, as indicated in dotted lines in Fig. 5.

, 'With the parts arranged as described when a train enters the section traveling in the di-' rection indicated by the arrow in Fig. 1 the circuit including the local battery 16 is the termina ls 7 and 8 are brought intoeontactwith terminals 10 and 11, thereby plac ingthe lightingor signal-displaying branches into .circuit with the generator 2. At the same time terminal 21 is brought intoconztact with terminal 22, closing the local cirlclosed, electromagnet is energized,'-and cuit through battery 19, electromaghnet 12 and track instruments C C. After t etraih. has passed beyond track instrument B the circuit including such instrument is broken; but the circuit including track instruments 0' C will remain closed until the train reaches either of the same, whereupon the circuit will be broken at the said instrument and the si e nals will be no longer displayed. Ordinari y there will be no track instrument (3, I i might be omitted from the circuit including the track instrument G, as indicated ,byx-lot- I ted lines in Fig. 1.. It frequently occurs, however, that a switchim engine or train l will enter a block and bac off or otherwise I leave the same without passing therethrough.

occasion for employing the and said instrument the circuit incjlu ing the track instrument C,

I The train or en ine in passing B will close and said circuit will remain closed unless-the train or engine either passes the point C or some other provision be made for breakin the circuit. By placing the normally closed track instrument G approaching train to in front of B the train or engine in backing off the block or section will.

avoid collision, and a sufficient number of signaling .devices should be provided to cover all dangerous points on the railway. In the case of a single track it will be evident that the opposite side of the track must be pr'ovided with an apparatus like that shown in the diagram to be operated by-tra'ins running said diagram.

tails of construction herein set forth Without in a direction the reverse to. that shown in avoiding the spirit of my invention, and I do not propose to be limited to such details ,ex-

l ccpt as the same may be included in the claims hereto annexed or may necessary by .the state of the art.

Having described my invention, I claim 1. In a railway signaling system, the combination of a lighting-circuit havingtwo sets of terminals, an olectromagnet, an armature i therefor, a conductor carried b. said armature and. normally in contact with one set of terminals, a pair of terminals carried by said armature and so located that, when the elec-' tromagnet is energized they are brought into ;be rendered eleotromagnet, an armature 'close and break the inegnct-circ r contact with the second set the lighting-circuit, and a poi: O1 ments in circuit with said. magnet in ed to close end break the in respectively by the passing of c cent thereto, substantially as spec In. a. railway signaling system, A

.cctively to ener'lize end deni eicctrznnngnet by t e passage of a cent gnu device, and means for display nit, e reibsection adjacent one of binction of e block or section hm .I ti track and ccrryjn a $61? end thereoi one or more signalingd l circuit, c, second termina coo 7 clad witn the former terminal to me .e

i end hii'enli circuit, means tending to hold solid rail and section in engagement and spewing means between rail and section,

' hr cs specified.

R c ioilwsy signaling system, the comon oi a block or section, a. signaling de to i i. of said. block or section, and

moons opci ting the some, said means "ising :1 pair of circuits, one of said cirocing normally open and the other hovelectric circuit including both ing devices, said circuit being two sets of terminals, on elect-mi: armature therefor, a conductor said armature and n'ormelly bi space between the terminals of one pair of terminals carried by are end so located that when the ("li i'iiltllllri 1 is energized they are brought into onitsct with the second setof terminals th signeh 1' ing-oircuit, and span of thick inst iin r colts in circuit with said magnet and wiaiptcc to j imp; e noun-c closed switch at each end of i spec-- the block o section, meens controlled by the tively by the passing of a train ed a train upon a block or section thereto. n: ionncr circuit, means for clos- 3. In a railway signaling system, t .Jcr circuit by the closing of the binzgtion of a block or section. one or more, nit, and means for breaking the signaling devices adjacent end. of said nit by the passage of a train onenblock or section, an electric circuit including; ginc ei'ljztccnt "it citherof the switches thereof. said signaling (.eviccs, means including an :1, si '3 ling system, the combination electromagnet and en armature for 131 king 4 g device and means for displayend breaking the signaling-circuit, c treck g lid device, said means comprising an instrument or switch at each end of icircuit, a. rail-section adjacent one of block or section, said track instmnn ,ils of tne main track and carryin it switches being in circuit with sand and of said circuit, a second term1neat magnet, one of said sndtches being cdnpted one side of the rail-section end cooperatin to be closed by the entrence of a train noon i with the former terminal to make and bree the block or section, and the other scotch the circuit, bolt extending through the being adopted to be opened by the departure mein mil and reil-section, adjusting-nuts on of the train-from said block or section. each end of sold bolt, a spring interposed be- 4. In a. railway signaling system, the UOZT- one otseid nuts and the main rail, and bination of e block or section having at each i nd spring interposed between the other end thereof one or more'signeling (if "/LUOS, en E e pistingmnt end the rail-section. electric circuit including su-id (L4 on vin testimony whereof I hereunto eflix my thcrci iidepc j signature in the presence of two witnesses. ed when the electromegnetis QHQI'iZttl to .iQSlZPl-I G. HORA'ZDOVSKY. o crate the said devices at bi, h ends of the s b och or section, and a pair of truck instrui nients inoircuit with said elcctronmgnct and i 1 care, said means comprising an 

